Explosion-engine.



G. P. MORT.

EXPLOSION ENGINE. APPLIOATION FILIAID 00T- 1, 1910. 1,021,697 Patented Ma1f.26,1912

4 SHEETS-SHEET 1.

G. F. MORT.

EXPLOSION ENGINE. v APPLIOATION FILED 00T. 1, 1910.

Patenteamar. 26, 1912.

U @Wn/f'.

G. P. MORT. EXPLOSION ENGINE. APPLIoATloN FILED 00T. 1, 1910.

1,021,697. I v PatenteaManzalm.

4 SHEETS-MEET s.

IIIHIII HHH G. P. MORT.` EXPLOSION ENGINE. APPLICATION FILED OCT-1, 1910.

Patented Mar. 26, 1912.

4 SHEETS-SHEET 4.

` nl UMa-navy 1- UMTED STATES PATENT. oEEicE."

FREDERICK .MOBIL F EALING', .LNDONQ ENGLAND.

ExriiosIoN-ENGINE. f

i To all 107mm it may concern:

Be it known' that I,` GEORGE .FREDERICK V"of-'Grreat Britain and Ireland, and a resident of Ealing, London, England, have in-` vented a certain new and' useful Improvement in Explosion-Engines, of which the following is a specification. I v

This invention relates more part1c1 1larl y to that. class of explosion engine which is adapted to Work on what is known as the two cycle system, the object being to simplify the construction and reduce the number of parts subject to wear and to, obviate some of the drawbacks existing in engines of this class whether of the single for of the multiple cylinder type. .v

The invention rell tes more particularly to that type of engine in which the exhaust gas passes out of the cylinder through ports cut in the wall of the cylinder, vthese ports being uncovered by the piston in the course of its travel on oo mpletion of its work by the gas. These exhaust ports are arranged around approximately half the circumference of the cylinder. The fresh charge of gas enters the cylinder through -ports cut in the remaining half of thecircumference-'of the cylinder, and these ports are. uncovered' by the piston iii a similar manner to the ex,l hast ports, but not until after the uncovering of the exhaust ports. Thus the exhaust gas' rushes vthrough the exhaust.; orts so that when the inlet port is uncovere v the pressure inthe cylinder is approximately at, or only slightly above, atmospheric ressure.- Further,it relates to the'type o -engine in which a blast of pure air or scavenging charge is forced'into the cylinder.

in advance of the fresh charge of fuel, with the doubleobject of driving out the exhaust and providing a portion, or in some cases thel whole, of the air necessary for combustion. By suitably timing. the entry of the fuel'the loss of the fuel through the exhaust ports which is a common feature of many two cycle engines may, by this system, be avoided.

`According to this invention it is proposed that not only the air-.forced into the cylinder to drive out the exhaust but also the gas or mixture supplied to secure thev requisite explosion shall be supplied-by gear wheel i Specication-ofetters Patent. Application led October 1, 1910. Serial No. 584,887.

patented Mar. 2 6, 1912i blowers, the passage-x from the air gear i blower to the inlet ports in the cylinder being always open so that the air is free to enter the cylinder the instant the inlet ports are u'ncovered by the pistonwhile the gas.

from its gear wheel blower passes to aros. tating valvevpreferably adjacent to the inlet ports in the cylinder, the ports inwhich j are so arranged as to control the time at Awhich the gas shall enter the cylinder-so as to avoid loss of gas through the'exliaust ports. This rotating valve is run in suitably arran ed bearings so constructed as to be suiiciently` isolated from the gas or mixture. That portion of this valve which performs the operation ,of controlling the inlet of the fuel, that is the valve proper, is so constructed that there is a sufficient clearance between the valve land its casing to prevent any contact between the surfaces. When such a fuel as petrol is used this'v is of the utmost importance and in any case protects the important surfaces from wear.

'due to the clearance around the valve may ood workmanship be4 reduced to a.

with negligible quantity. l A

The pressures both in the air passage and in the rotary valve arealways quite light, as

"for example in the air lpassage say 1% lbs.

and in the rotary valve say 2 lbs.- These pressures are lhowever approximate and will vary according to details in the design and the speed of revolutions But ina well-designed engine running at its normal speed the maximum pressure would probably never rise above 4 lb's. and the difference between the air pressure andthe gas pressure `would Vprobably never be more than say 1% lbs.

Thus the pressures are always low, and as I term it hereafter substantially the saine.

Further, if the exhaust and inlet ports are' so designed, as described above as to allow theexhaust gases to lose their pressure before the inlet ports are opened, the valve is not liable to be damaged by Aiames or hot air and the fuel.' .This admits of the use of the full area of the ports in the cylinder wall for the entry of the pure air prior to the admission of the fuel. In this case the ports from the rotating valve deliver the fuel into that portion of the pure air passage which is immediately adjacent to the cylin` der inlet'ports. This is conducive to simple construction and leakage of gas into the pure air passage e. while the fuel port in the rotating valve is closed) is minimized by the fact that the pressure in the pure air passage is almost equal to that of the fuel in the r9.- tating valve.

It is preferred to place an air blower on each side of the gas blower as the pressure in the former will then practically balance that. in the latter and prevent leakage of gas past its spindles. It is also preferable, in some cases, to provide interconnected throttles to both lthe .air and gas blowers so that when the supply of gas or mixture is reduced the pure air is also proportionately reduced, the engine being thus made more easy of control under varying loads.

Among the advantages which result from the above construction may be mentioned that there is no compression inthe crank case on the down stroke which is a well known cause of trouble, that there is no compression of`air or gas in separate cylinders having reciprocating parts and the substitution of a rotating valve for those of the-tappet or reciprocating sliding type avoids much' wear and noise, atthe same time adequately providing for eiiciency.

It is obvious that the invention may be carried into effect in either single or multiple cylinder engines and also to either single or double acting engines.

In the accompanying drawings Figure 1 is a sectional elevation of the inlet side of one construction of two-cycle explosion enf gine according to this invention; Figs. 2 and 3 are transverse sections taken respectively on the lines 2 2 and 3 3 of Fig'. 1; Fig. 4 is an elevation of the inlet side of the said engine; Fig. 5 is a front elevation of the engine; Fig. 6 is a section taken on the line 6 6 of Fig. 4; Fig. 7 is an elevation of the apparatus shown in. Fig. 6; and Fig. 8 is a section of a detail.

A are cylinders cast separately and having their-water jackets A yJomed up by a domed castin A2 having one opening A2x at the top. ne of the pistons is shown at B (Fig. 3) and this piston is connected by a rod B lcrank chamber B3.

toone of the cranks of4 a crank shaft B2, which is mounted in bearings within the As are exhaust ports which open into the exhaust passage A* having an outlet A5; these exhaust ports are around half of the circumference of the cylinder.

- A6 are inlet ports arranged around the.

in the cylinder is approximately at or only slightly'above atmospheric pressure.

In Fig. 3 the head of the piston B is shown formed with a domed end b having a .rib b onthe fore side of the end b and a second rib b on the aft side thereof; theribs b are preferably curved as indicated in Fig. 3, and are almost in contact with the cylinder walls. The dome b and the ribs b b prevent the air and'I gas from blowing straight across' from the inlet to the exhaust ports, deflecting them upward, and causing the head of the cylinder to be completely scavenged of exhaust gas.

C C are passages through which pure'air is drawn by gear-wheel blowers D. the shafts D of which are, in the example shown, mounted at Vboth ends in-ball bearings D2 arranged in a casing D3. The air drawn in by the blowers D is forced through passages C leading to along passage C2 which is in communication with the inlet ports A6.v

E is a passage through which air and fuel are drawn by a blower d the parts of which are mounted on the shafts D this passage E is also employed as a carbureter. The air and fuel are forced `by the blower d through pipesE leading to ports F :in a casing F in which is mounted a rotary valve G. The Valve G is provided with inlet ports G adapted to be brought opposite the ports F in the casing'F; and the said valve is A also provided with outlet ports G2 which are adaptedv to coincide with outlet ports F2 in the said' casing F, th'e said outlet ports F2 opening'into the long passage C2, which, as

stated above, is in communication with the inlet ports AB. It will thus be seen that by suitably timing the rotation of the Valve G the air and fuel can pass from the said The valve G preferably runs on ball bearings g at each end, and a felt or other suitable washer is arranged in a suitable holder gsituated between the bearings g and the actual valve portion. The said actual valve portion or valve proper is'so constructed that there is normally suicient clearance (.not shown in the drawings) betweenl the valve and its casing F to prevent contact between the surfaces, for the purposes described above. The .amount of the clearance around the' rotary valve can, of course, only be decided b experience, since 1t varies with the qua ity of workmanshlp, the size of the valve, the nature of the materials used, etc. It has, in some cases, been found in practice that although the valve has been fitted up with suicient clearance to prevent any contact when revolved by,

hand while the engine is cold, yet under running lconditions slight and partlal Contact may occur, cause-d by the small distortions due to the running heat of the engine or by foreign matter such as dust. In general such slight contacts do not cause any incon-r `venlence if sultable materials are used, and

they may be expected gradually to disappear by wear after the engine has been running some little time. The valve G may be driven from' a chain wheel B4 on the crank shaft B2 by means of a chain B5 and a chain wheel G3' mounted on an extension G4' pro-l jecting beyond the casing as shown in Fig. l. The gear wheel blowers may be driven from the crank shaft B2 by spur gearing B6,

` lD5, and DA as shown in Figs. 1 and 5. The

admission of air through the passages C vmay be controlled by throttle valves C2 mounted on ashaft Ca which also carries a throttle valve E2 mounted within the passage E to control the quantity of air andv fuel drawn in by the gear-wheel blower d. In the passage E there is also mounted a valve E3 (Fig. 6) which is pivoted on a shaft E4 having an arm E5 on 1ts projecting end (Fig. 7) the arm E5 is acted upon by a spring E which may be adjusted by means of the sliding rod E7 attached t0 its lower end and passing through a slide EB having a set screw E?. The valve E3 is provided to control the suction upon the jet H through which `the fuel is drawn from the float 'air blower and the gas blower.

chamber H.

In Fig. 1 only two of the three blower `casings are shown, that is to say, the fore pure pure4 air blower is omitted in order to show the passage C formed outside of the crank case and serving to conduct the air from the blower to the long passage C2 which brings the air into contact with the cylinder walls. The way in which the passages C and C2 are connected and conduct the air to the cylinder walls withoutthe air passing into the crank chamber B3 is best shown in'Fig. 2.

The aft y inder at substantially the same pressure asy the scavenging air and through .the same inlet ports and a rotary valve separating the scavenging air from the gaseous fuel and controlling the flow of gaseous fuel to the inlet ports; the said rotary valve having a clearance space between it and its casing whereby it may be run* athigh speeds without l,lubrication except at the bearings.

2. In a two-cycle internal combustion engine thecombination with a cylinder having inlet and exhaust ports in the walls thereof which are openedand closed by the piston,

a .pressure chamber communicating with sald inlet ports and adjacent thereto, means for supplying scavenging air at relatively low pressure to the pressure chamber, means for supplying gaseous fuel to7 the pressure chamber at substantially the same pressure as the scavenging air, and. a rotary valve located in said pressure chamber and separating the scavenging air from the gaseous fuel and controlling the flow of the gaseous fuel to the pressure chamber; the said rotary valve having a clearance space between it and its casing whereby it may be -run at high speeds without lubrication except at the bearings. f

3. In a two-cycle internal combustion engine the combination with a cylinder having inlet and exhaust ports in the walls thereof -which are opened and -closedby the piston of a plurality of gear wheel blowers for supplying scavenging air at relatively low pressure to the cylinder, a gear wheel blower l forsupplying gaseous fuel at substantially the same pressure as the scavenging air and through the same inlet ports, adriving shaft on which all the blowers are mounted, and a rotary valve separating the scavenging air from the .gaseous fuel and controlling the flow of gaseous fuel to the inlet ports; the said rotary valve having a clearance space between it and its casing whereby it may be run at high speeds without`lubrication except at the bearings.

4. In a two-cycle internal combustion engine the combination with a cylinder having' inlet and exhaust ports in the walls thereof which are opened and closed by the piston of a pressure chamber communicating with said inlet ports and adjacentthereto, a plurality of -gear wheel blowers for supplying scavenging air at relatively low pressure to for supplying gaseous fuel to the pressure chamber at substantially the same pressureas the-scavenging air, a driving shaft on which all the blowers are mounted, and a rotary valve located in said pressure chamber and separating the scavenging `air from the gaseous Ifuel and controlling the flow of the gaseous fuel to the pressure chamber the said rotary valve having a clearance space between it and its casing whereby it may be run at-high speeds without lubrication eX- cept at the bearings.

5. AIn a two-cycle internal combustion engine the combination with a cylinder having inlet and exhaust ports in the walls thereof which are opened and closed by the piston of two air blowers for supplying scavenging air at relatively low pressure to the cylinder, a gas blower for supplying gaseous fuel to the cylinder at substantially the saine pressure as the scavenging air, said gas blower being arranged between the air blowers whereby leakage of the gaseous fuel is prevented,`and a Valve separating the scavenging air from the gaseous fuel and controlling the ow of gaseous fuel to the cylinder.

In witness whereof I have hereunto set witnesses.

lGEORGE FREDERICK MORT. Witnesses: p

H. CLLFFORD, H. D. JAMIsoN.

iny hand in the presence of two subscribing 

